Operator powered vehicle

ABSTRACT

A vehicle powered by an operator&#39;s arms and/or legs utilizes a pivot column for propulsion. An upper propulsion member (handlebar) is provided on the upper end of the pivot column. A lower propulsion member (foot bar) is provided on the lower end of the pivot column. A drive propulsion system is provided between the pivot column bottom and a rotational drive gear set. The drive propulsion system engaged with said at least one rotational drive gear, the propulsion system engages with and provides propulsion to an upper portion of the rotational drive gear during a counterclockwise motion of the pivot column and engages with and provides propulsion to a lower portion of the rotational drive gear during a clockwise motion of the pivot column. The rotational drive gear spins freely when subjected to the reverse motion. Incorporating two gears with opposing propulsion drives provides forward motion throughout the entire reciprocating stroke of the pivot column.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a divisional application U.S. Provisional PatentApplication Ser. No. 61/013,080, filed on Dec. 12, 2007, which isincorporated herein in its entirety.

FIELD OF THE INVENTION

This invention relates to arm and leg powered cycles, and morespecifically to a vehicle powered by a linear, reciprocating “rowing”motion of an operator's arms and legs. The invention may be used forexercise as well as transportation.

BACKGROUND OF THE INVENTION

Numerous variations of bicycles, tricycles, and other vehicles are knownin the prior art, for providing excellent devices for exercise andtransportation. However, these vehicles typically have used only theoperator's legs moving in a circular motion as a means to provide power.This exclusive reliance on leg power significant inhibits the potentialexercise benefits, which could be enhanced if the device were to utiliseboth the arms and the legs to provide power. Similarly, utilising thepower of the arms to supplement that provided by the legs could allowgreater speeds to be achieved and maintained. In addition, personswithout the use of their legs, and who would not be able to use aconventional leg-powered cycle, could nonetheless operate a vehicle,which utilised arm power.

Several cycle designs utilizing both arm and leg power are known in theprior art. One example is shown in U.S. Pat. No. 1,020,432 to McBarnes,which discloses a bicycle powered by a linear reciprocating motion ofthe arms and legs. However, the McBarnes cycle requires simultaneous useof the arms and legs, which deprives the operator of the option ofchoosing an optimum combination of arm and leg usage. In addition, sucha device would not be suitable for people that are handicapped in theuse of their legs.

Another example is shown in U.S. Pat. No. 4,928,986 to Carpenter, whichdiscloses a bicycle powered by the operator's arms and legs. Carpenterutilizes a chain driven gear on a pulling or drive stroke. This limitsthe exercise to one-half of the operator's total motion.

Various attempts have been made to solve this problem, but the solutionshave often required cumbersome and heavy equipment. In addition, theprior art configurations have also sometimes rendered operation of thevehicle awkward, and in particular have had less than optimum resultswith steering the vehicles. Examples of vehicles that permit the armsand legs to be used jointly or independently are shown in U.S. Pat. Nos.3,760,905 to Dower and 4,508,358 to Erel. Further examples of backgroundart may be seen in U.S. Pat. No. 4,541,647 to Braun and Soviet UnionPatent No. 1,065,279.

What is desired is a manually operated drive system, which can beoperated by an operator's arms, legs, or both. It is desirable that theapparatus provide resistance to the operator during all directions ofthe stroke.

SUMMARY OF THE PRESENT INVENTION

The present invention is generally directed to an operator-poweredvehicle, more specifically via the operator's arms and legs. Themanually propelled drive train utilizes a pair of drive gears, eachengageably coupled with a drive wheel in a drive direction rotation andfree spinning in a non-drive rotation. Propulsion is applied to drivewheel via a force applied to the upper portion of the drive gear duringa forward stroke and the lower portion of a drive gear during a rearwardstroke. The propulsion force is provided by a reciprocating or “rowing”motion applied by the operator. The reciprocating motion is provided viaa pivoting column. Handlebars are assembled to an upper end of thecolumn and foot pedals are assembled to a lower end of the column. Thisconfiguration ensures the propulsion motion is provided throughout theentire reciprocating stroke. Further, the configuration allows power tobe supplied using the legs and arms, jointly or independently.

In one aspect of the invention, the operator-powered vehicle comprises:

a vehicle assembly comprising a frame, a seat disposed upon said frame,at least two wheels, and a steering mechanism,

a pivoting column pivotally coupled to said frame;

a handlebar disposed upon an upward extension of the pivoting column;

a drive beam disposed upon a lower extension of the pivoting column;

a pair of foot pedals disposed upon a cross member extending from thelower extension of the pivoting column;

at least one rotational drive gear engaged with a drive wheel whenrotated in a drive direction rotation and free-spinning when rotated ina non-drive (opposing) rotation, wherein the at least one drive geardrive engages with the drive beam.

In yet another aspect of the invention, the drive beam has an upper gearinterface and a lower gear interface. The upper gear interface engageswith an upper portion of the rotational drive gear. The lower gearinterface engages with a lower portion of the rotational drive gear.

Referring to another aspect, the assembly incorporates a pair ofrotational drive gears.

While another aspect incorporates a gear engagement retaining bearingensuring the gear interface remains engaged with the rotational drivegear.

And another aspect couples the drive beam to the pivot column via amoveable interface, such as a pivot, a slide, and the like.

The vehicle can be fabricated in any of a variety of form factors,including a bicycle, a trike, a four-wheeled vehicle, and the like.

The reciprocating system can include adjusting means, allowing thehandlebars to be adjustably positioned and similarly allowing the footposts to also be adjustable.

A steering system is incorporated via a steering arm attached to each ofthe handlebar assembly and the front forks via a steering linkage.

With another aspect incorporating clips onto the foot pedals, providinga means for the operator to utilize their legs for both a forward and arearward propulsion motion.

These and other aspects, features, and advantages of the presentinvention will become more readily apparent from the attached drawingsand the detailed description of the preferred embodiments, which follow.

BRIEF DESCRIPTION OF THE DRAWINGS

For the purpose of initially illustrating the invention, thespecification presents drawings, flow diagrams, and embodiments that arepresently preferred, as well as alternates. It should be understood,however, that the invention is not limited to the specificinstrumentality and methods disclosed herein. It can be recognized thatthe figures represent a layout in which persons skilled in the art maymake variations therein. In the drawings:

FIG. 1 presents a right side, elevation view of an exemplary embodimentof the present invention in the form of a trike illustrating theoperator's motion for propulsion;

FIG. 2 presents a top, planar view of the trike of FIG. 1, illustratingthe operator's motion for propulsion, and introducing the steeringmechanism;

FIG. 3 presents an isometric, detailed view of an exemplary linear drivemechanism;

FIG. 4 presents a side elevation view, demonstrating a clockwise,pivoting motion of the propulsion system and the resulting drivemovement; and

FIG. 5 presents a side elevation view, demonstrating acounter-clockwise, pivoting motion of the propulsion system and theresulting drive movement.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

For purposes of description herein, the terms “upper”, “lower”, “left”,“rear”, “right”, “front”, “vertical”, “horizontal”, and derivativesthereof shall relate to the invention as oriented in FIG. 1. However,one will understand that the invention may assume various alternativeorientations and step sequences, except where expressly specified to thecontrary. Therefore, the specific devices and processes illustrated inthe attached drawings, and described in the following specification, aresimply exemplary embodiments of the inventive concepts defined in theappended claims. Hence, specific dimensions and other physicalcharacteristics relating to the embodiments disclosed herein are not tobe considered as limiting, unless the claims expressly state otherwise.

Shown throughout the Figures, the present invention is generallydirected to an operator-propelled vehicle, more specifically, an arm andleg powered trike, which provides exercise to the operator during thecomplete cycle of each propulsion stroke.

An operator-powered vehicle 100 is presented in an exemplary form factorof a trike as illustrated in FIGS. 1 through 5. The general componentsof the trike are presented in FIGS. 1 and 2. The trike comprising a “V”shaped vehicle frame 102, placing the mating portion along a forward endand the spanning end along a rear end. A fork receptacle 110 is disposedat the forward end of the vehicle frame 102. The fork receptacle 110 canbe optionally reinforced via the inclusion of a gusset as illustrated.An axle shaft 170 and a rear frame structure 174 are disposed spanningthe rear end of the vehicle frame 102. The vehicle frame 102 can befabricated out of any shaped cross section and materials. The initialproduction units assemble a vehicle frame 102 having a rectangular crosssectional shape that is slightly curved along its length (as shown inFIG. 1). The fork receptacle 110 is fabricated of a circular shaped,tubular material and welded to the forward end of the vehicle frame 102.The axle shaft 170 is provided having a circular, tubular crosssectional shape and preferably extending outward from the rear end ofeach of a left and a right side frame section. The rear end of the frameis supported via the rear frame structure 174. The rear frame structure174 can be fabricated of round bar stock, tubular bar stock, and thelike. The rear frame structure 174 spans the width of the rear end ofthe operator-powered vehicle 100, spanning from each of the two outerends of the pair of axle shafts 170. A rear frame center member 176 isassembled, being generally centered and perpendicular to the rear framestructure 174. An axel 172 is disposed through the tubular section ofthe axle shaft 170. A rear hub 116 is provided on each end of the axel172, for engaging with a trailing wheel 106. A front forks 112 isrotationally assembled to the vehicle frame 102 by inserting a neck (notshown, but understood) through the fork receptacle 110 and secured via afork fastener 114 disposed at an opposing end of the fork receptacle110. A leading wheel 104 is rotationally assembled to a distal end ofthe front forks 112 via a front hub 118. A saddle 108 is disposed uponthe vehicle frame 102, preferably being positionally adjustable alongthe longitudinal axis of the vehicle frame 102. This can be accomplishedvia a variety of designs. A central frame section 103 is defined as asection of the frame spanning between the forward end and the saddle(seat) 108.

Steering is provided via a steering system, such as via an exemplaryembodiment illustrated in FIG. 2. An upper propulsion member commonlyreferred to as a handlebars 142, is disposed upon a pivot column 130 viaa handlebar receptacle 144 rotationally assembled to an upper portion ofthe pivot column 130. The handlebars 142 extends outwardly from thepivot column 130, extending to a left and right side of the frame and isrigidly assembled to the handlebar receptacle 144. The handlebarreceptacle 144 is fabricated of a tubular component that is placed overa post member projecting from the upper portion of the pivot column 130.Bearing sets (understood, but not shown) can be incorporated in each endof the handlebar receptacle 144 for longevity. A fork steering arm 160extends from each of the front forks 112 (as shown) and the handlebarreceptacle 144 (understood and similar to the component extending fromthe front forks 112). A steering linkage 162 extends between each of thetwo fork steering arm 160, being secured via a linkage rod end. Thesteering linkage 162 can comprise at least one threaded end providingadjustments for alignment between the handlebars 142 and the front forks112. The operator rotates the handlebars 142 via a front wheeldirectional motion 156, causing the steering linkage 162 to move inaccordance to a linkage motion 164. The linkage motion 164 is thentranslated into a steering wheel motion 154, rotating the leading wheel104 and steering the operator-powered vehicle 100. The fork steering arm160 secured to the handlebar receptacle 144 is configured locating theinterface between the fork steering arm 160 and the steering linkage 162at a position that is in line with the axis of the primary pivot 132.This eliminates any impact of the pivoting motion of the handlebarreceptacle 144 into the steering means.

Braking can be provided utilising any of the commonly known brakingsystems. The braking is represented via a brake actuator 146 disposedupon the handlebars 142.

Propulsion of the operator-powered vehicle 100 is provided in a uniquemanner. Propulsion energy is provided by a reciprocating motion of thepivot column 130. The handlebars 142 are provided at an upper end of thepivot column 130. A lower propulsion member is provided as a pair ofpedals 140 (operator foot interfaces) is rotationally coupled to a footpedal post 138 disposed upon a lower end of the pivot column 130. Thefoot pedal post 138 extends outwardly from the pivot column 130,extending to a left and right side of the frame. The operator uses theirarms, providing a reciprocating motion to the handlebars 142.

The key to the propulsion is referred to as a drive assembly 120illustrated in FIG. 3. The drive assembly 120 incorporates an upperlinear drive gear 122 and a lower linear drive gear 126 spanning betweentwo ends. The forward end being a drive beam 136, the rear end being alinear gear drive rear member 128. The upper linear drive gear 122 isregistered to an upper portion of an upper engaging rotational drivegear 123. The lower linear drive gear 126 is registered to a lowerportion of a lower engaging rotational drive gear 127. Engagementbetween the upper linear drive gear 122 and the upper portion of theupper engaging rotational drive gear 123 is provided via a gearengagement retaining bearing 124. Engagement between the lower lineardrive gear 126 and the upper portion of the lower engaging rotationaldrive gear 127 is provided via a second gear engagement retainingbearing 124. The gear engagement retaining bearings 124 are assembled tothe rear frame center member 176. A flange can be disposed upon eachinner and outer edges of the gear engagement retaining bearing 124 toaid in maintaining alignment between the linear gears 122, 126 and therotational drive gears 123, 127.

The operation of the propulsion system is best demonstrated in theillustrations of FIGS. 4 and 5. A clockwise stroke portion isrepresented in FIG. 4 and a counter-clockwise stroke portion isrepresented in FIG. 5. The pivot column 130 is pivotally assembled tothe vehicle frame 102 via a pair of primary pivots 132. The primarypivot 132 is provided on each side of the pivot column 130 and securedto the vehicle frame 102. An axle is provided between the primary pivot132 and through the pivot column 130. The location of the pivotinginterface provides the fulcrum, defining the cantilevered forces. Theforce can be made adjustable by adjusting the fulcrum position, makingthe height of the handlebars 142 adjustable, and the like. The operatorrests on the saddle 108, holding the handlebars 142 with their hands,and resting their feet on the pedals 140.

In accordance with a first portion of a stroke, the operator would applya forward force to the handlebars 142, in accordance with a forward(clockwise) handlebar motion 150 a. The pedals 140 can include commonlyknown pedal clips allowing the operator to use their feet to pull thepedals 140 rearward, in accordance with the rearward (clockwise) footpedal motion 152 a. The clockwise rotation of the pivot column 130engages with the drive beam 136 via a drive pivot 134, resulting in arearward motion of the drive assembly 120. The rearward motion istransferred to the drive gears 123, 127 as follows: The lower lineardrive gear 126 moves in accordance with a lower linear drive gearrearward motion 184. The lower linear drive gear 126 engages with thelower engaging rotational drive gear 127 (hidden behind the upperengaging rotational drive gear 123), causing a clockwise gear propulsionmotion 186. The lower engaging rotational drive gear 127 engages withthe axel 172 providing a rotational drive force to the trailing wheel106. The upper linear drive gear 122 moves in accordance with an upperlinear drive gear rearward motion 180. The upper linear drive gear 122engages with the upper engaging rotational drive gear 123 causing acounterclockwise gear freewheel motion 182. The upper engagingrotational drive gear 123 free-spins in a counter-clockwise motion. Thelinear gears 122, 126, remain engaged with the drive gears 123, 127 viaa pair of gear engagement retaining bearings 124.

In accordance with a second portion of a stroke, the operator wouldapply a rearward force to the handlebars 142, in accordance with arearward (counterclockwise) handlebar motion 150 b. The counterclockwiserotation of the pivot column 130 continues engagement with the drivebeam 136 via the drive pivot 134, resulting in a forward motion of thedrive assembly 120. The forward motion is transferred to the drive gears123, 127 as follows: The lower linear drive gear 126 moves in accordancewith a lower linear drive gear forward motion 194. The lower lineardrive gear 126 engages with the lower engaging rotational drive gear 127(hidden behind the upper engaging rotational drive gear 123), causing acounterclockwise gear freewheel motion 196. The upper engagingrotational drive gear 123 engages with the axel 172 continuing therotational drive force to the trailing wheel 106. The upper linear drivegear 122 moves in accordance with an upper linear drive gear forwardmotion 190. The upper linear drive gear 122 engages with the upperengaging rotational drive gear 123 causing a clockwise gear propulsionmotion 192. The lower engaging rotational drive gear 127 free-spins in acounter-clockwise motion. The linear gears 122, 126, remain engaged withthe drive gears 123, 127 via the pair of gear engagement retainingbearings 124.

The unique drive train illustrated herein provides a system, whichoptimally exercises the operator's arm, legs, or both, while applying acontinuous propulsion force to the drive wheels 106. By integrating apair of gears 123, 127, each engaged in a clockwise direction and freespinning in a counterclockwise direction ensures continuous propulsionto the vehicle. The interface shown teaches a linear gear engageablycoupled to a rotational drive gear. It is recognized that other suchgear interfaces can be provided interfacing with a pair of drive gears123, 127.

Since many modifications, variations, and changes in detail can be madeto the described preferred embodiments of the invention, it is intendedthat all matters in the foregoing description and shown in theaccompanying drawings be interpreted as illustrative and not in alimiting sense. Thus, the scope of the invention should be determined bythe appended claims and their legal equivalence.

1. A manually propelled vehicle, the vehicle comprising: a frame havinga forward end, a rear end, and at least one seat, defined having acentral frame section located between the forward end and the at leastone seat; a front fork assembly attached to the frame forward end; atleast one leading wheel rotationally assembled to the front fork; atleast one trailing wheel rotationally assembled to a trailing end of thevehicle; a pivot column rotationally engaging with said central framesection, rotating about a horizontal axis that is substantiallyperpendicular to said longitudinal axis of the frame; an upperpropulsion member disposed upon an upper portion of said pivot column; alower propulsion member being in mechanical communication with a lowerportion of said pivot column; at least one rotational drive gear engagedwith at least one wheel; a drive member providing communication betweensaid pivot column lower portion and said at least one rotational drivegear; a drive propulsion system engaged with said at least onerotational drive gear, the propulsion system engaging with and providingpropulsion to an upper portion of the rotational drive gear during acounterclockwise motion of the pivot column and engaging with andproviding propulsion to a lower portion of the rotational drive gearduring a clockwise motion of the pivot column; and wherein the at leastone rotational drive gear is in communication with at least one of aleading wheel and a trailing wheel, providing rotation to the wheel. 2.A manually propelled vehicle as recited in claim 1, the vehicle furthercomprising a first and a second rotational drive gears, the rotationaldrive gears engaging with at least one wheel in a first rotation andfree-spinning in an opposing rotation; and the propulsion systemengaging with an upper portion of the first rotational drive gear andthe lower portion of the second rotational drive gear.
 3. A manuallypropelled vehicle as recited in claim 2, the drive propulsion systemfurther comprising a pair of linear drive gears.
 4. A manually propelledvehicle as recited in claim 2, the drive propulsion system beingpivotally coupled to said lower portion of said pivot column.
 5. Amanually propelled vehicle as recited in claim 1, wherein the upperpropulsion member is rotationally engaging with said upper portion ofsaid pivot column, rotating about a longitudinal axis of the pivotcolumn.
 6. A manually propelled vehicle as recited in claim 5, whereinthe upper propulsion member is additionally in communication with atleast one wheel, providing a steering means.
 7. A manually propelledvehicle as recited in claim 1, the lower propulsion member furthercomprising an operator foot interface disposed on each of a left and aright side of the lower propulsion member.
 8. A manually propelledvehicle, the vehicle comprising: a frame having a forward end, a rearend, and at least one seat, defined having a central frame sectionlocated between the forward end and the at least one seat; a front forkassembly attached to the frame forward end; at least one leading wheelrotationally assembled to the front fork; at least one trailing wheelrotationally assembled to a trailing end of the vehicle; a pivot columnrotationally engaging with said central frame section, rotating about ahorizontal axis that is substantially perpendicular to said longitudinalaxis of the frame; an upper propulsion member disposed upon an upperportion of said pivot column; a lower propulsion member being inmechanical communication with a lower portion of said pivot column; atleast one rotational drive gear engaged with at least one wheel; a drivemember providing communication between said pivot column lower portionand said at least one rotational drive gear; a drive propulsion systemengaged with said at least one rotational drive gear, the propulsionsystem engaging with and providing propulsion to an upper portion of therotational drive gear during a counterclockwise motion of the pivotcolumn and engaging with and providing propulsion to a lower portion ofthe rotational drive gear during a clockwise motion of the pivot column;and wherein the at least one rotational drive gear is in communicationwith at least one of a pair of leading wheels and a pair of trailingwheels, providing rotation to the wheels.
 9. A manually propelledvehicle as recited in claim 8, the vehicle further comprising a firstand a second rotational drive gears, the rotational drive gears engagingwith at least one wheel in a first rotation and free-spinning in anopposing rotation; and the propulsion system engaging with an upperportion of the first rotational drive gear and the lower portion of thesecond rotational drive gear.
 10. A manually propelled vehicle asrecited in claim 9, the drive propulsion system further comprising apair of linear drive gears.
 11. A manually propelled vehicle as recitedin claim 9, the drive propulsion system being pivotally coupled to saidlower portion of said pivot column.
 12. A manually propelled vehicle asrecited in claim 8, wherein the upper propulsion member is rotationallyengaging with said upper portion of said pivot column, rotating about alongitudinal axis of the pivot column.
 13. A manually propelled vehicleas recited in claim 12, wherein the upper propulsion member isadditionally in communication with at least one wheel, providing asteering means.
 14. A manually propelled vehicle as recited in claim 8,the lower propulsion member further comprising a foot securing member anoperator foot interface disposed on each of a left and a right side ofthe lower propulsion member.
 15. A manually propelled vehicle, thevehicle comprising: a frame having a forward end, a rear end, and atleast one seat, defined having a central frame section located betweenthe forward end and the at least one seat; a front fork assemblyattached to the frame forward end; at least one leading wheelrotationally assembled to the front fork; at least one trailing wheelrotationally assembled to a trailing end of the vehicle; a pivot columnrotationally engaging with said frame-central frame section, rotatingabout a horizontal axis that is substantially perpendicular to saidlongitudinal axis of the frame; an upper propulsion member disposed uponan upper portion of said pivot column, extending outwards towards both aleft and a right side of said frame; a lower propulsion member being inmechanical communication with a lower portion of said pivot column,extending outwards towards both a left and a right side of said frame;at least one rotational drive gear engaged with at least one wheel; adrive member providing communication between said pivot column lowerportion and said at least one rotational drive gear; a drive propulsionsystem comprising an upper linear gear and a lower linear gear, saidupper linear gear engaging with and providing propulsion to an upperportion of the rotational drive gear during a counterclockwise motion ofthe pivot column and said lower linear gear engaging with and providingpropulsion to a lower portion of the rotational drive gear during aclockwise motion of the pivot column; and wherein the at least onerotational drive gear is in communication with at least one of said ofleading wheel and said trailing wheel, providing rotation to the wheels.16. A manually propelled vehicle as recited in claim 15, the vehiclefurther comprising a first and a second rotational drive gears, therotational drive gears engaging with at least one wheel in a firstrotation and free-spinning in an opposing rotation; and the propulsionsystem engaging with an upper portion of the first rotational drive gearand the lower portion of the second rotational drive gear.
 17. Amanually propelled vehicle as recited in claim 16, the drive propulsionsystem further comprising a pair of linear drive gears.
 18. A manuallypropelled vehicle as recited in claim 15, wherein the upper propulsionmember is rotationally engaging with said upper portion of said pivotcolumn, rotating about a longitudinal axis of the pivot column.
 19. Amanually propelled vehicle as recited in claim 18, wherein the upperpropulsion member is additionally in communication with at least onewheel, providing a steering means.
 20. A manually propelled vehicle asrecited in claim 15, the lower propulsion member further comprising afoot securing member an operator foot interface disposed on each of aleft and a right side of the lower propulsion member.